Obstacle avoidance path determination method and device, vehicle and storage medium

Abstract

The invention relates to an obstacle avoidance path determination method and device, a vehicle and a storage medium, and relates to the technical field of automobiles. The technical problem that in the related technology, after a vehicle knocks down an obstacle, secondary collision is likely to happen is at least solved. The method is applied to the vehicle and comprises the steps that the position relation between the vehicle and a collided obstacle and the safety distance between the vehicle and an adjacent obstacle are obtained; based on the position relation, an obstacle avoidance mode is determined, and the obstacle avoidance mode is used for indicating the rotation direction of the front wheel and the rear wheel. And determining a rear wheel initial rotation angle and a front wheel initial rotation angle based on the position relation and the safety distance. Based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, an obstacle avoidance path is determined, and the obstacle avoidance path is a path for the vehicle to move in a crab-shaped mode according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, in particular to the field of autonomous driving technology, and specifically to a method, device, vehicle and storage medium for determining an obstacle avoidance path. Background Art

[0002] As an important application in the current field of artificial intelligence, autonomous driving technology has attracted extensive research and development. In an autonomous driving system, if there are obstacles around the vehicle, the vehicle can determine the obstacle avoidance path based on the current driving state to avoid the obstacles.

[0003] At present, the design of obstacle avoidance paths is usually used to avoid obstacles in advance. After hitting an obstacle, how to design an obstacle avoidance path to ensure that the vehicle does not have a secondary collision has become a problem that needs to be solved urgently. Summary of the invention

[0004] According to the first aspect provided by the present application, the present application provides a method, device, vehicle and storage medium for determining an obstacle avoidance path, so as to at least solve the technical problem in the related art that a secondary collision is prone to occur after a vehicle hits an obstacle.

[0005] The technical solution of the present application is applied to a vehicle. The method includes: obtaining the positional relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle. Based on the positional relationship, an obstacle avoidance mode is determined, and the obstacle avoidance mode is used to indicate the rotation direction of the front wheels and the rear wheels. Based on the positional relationship and the safe distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels are determined. Based on the obstacle avoidance mode, the safe distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, an obstacle avoidance path is determined, and the obstacle avoidance path is the path where the vehicle crab-walks according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels.

[0006] In a possible implementation, the obstacle avoidance mode is determined based on the position relationship, including: if the position relationship is used to indicate that the hit obstacle is at the side and rear of the vehicle, the obstacle avoidance mode is determined to be the first mode, and the first mode is used to indicate that the rotation directions of the front wheels and the rear wheels are the same or opposite. If the position relationship is used to indicate that the hit obstacle is at the side and front of the vehicle, the obstacle avoidance mode is determined to be the second mode, and the second mode is used to indicate that the rotation directions of the front wheels and the rear wheels are the same.

[0007] In a possible implementation, determining the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels based on the position relationship and the safety distance includes: determining the initial rotation angle of the rear wheels based on the position relationship and the safety distance; and determining the initial rotation angle of the front wheels based on the initial rotation angle of the rear wheels and a preset transmission ratio.

[0008] In a possible implementation, determining an obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rear wheel turning angle, and the initial front wheel turning angle includes: determining a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rear wheel turning angle, and the initial front wheel turning angle, wherein one front wheel turning angle corresponds to one rear wheel turning angle. Determining the obstacle avoidance path according to the plurality of front wheel turning angles and the plurality of rear wheel turning angles.

[0009] In one possible implementation, the plurality of rear wheel turning angles include: a first turning angle and a second turning angle, the second turning angle being the rear wheel turning angle of the vehicle after the first turning angle. Based on the obstacle avoidance mode, the safety distance, the initial turning angle of the rear wheels and the initial turning angle of the front wheels, a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path are determined, including: if the obstacle avoidance mode is the first mode, then based on the preset speed of the vehicle, the safety distance, and the first turning angle of the rear wheels, the rear wheel offset is determined, the rear wheel offset being used to indicate the amount of change in the rear wheel turning angle per unit time. Based on the first turning angle and the rear wheel offset, the second turning angle is determined. Based on the plurality of rear wheel turning angles and the preset transmission ratio, the plurality of front wheel turning angles are determined.

[0010] In a possible implementation, determining the rear wheel offset based on a preset speed of the vehicle, a safety distance, and a first rotation angle of the rear wheel includes: determining a target movement duration based on the preset speed and the safety distance; and determining the rear wheel offset based on the target movement duration and the first rotation angle.

[0011] In a possible implementation, the plurality of front wheel turning angles include: a third turning angle and a fourth turning angle, the fourth turning angle being the front wheel turning angle of the vehicle after the third turning angle. Based on the obstacle avoidance mode, the safety distance, the initial turning angle of the rear wheels and the initial turning angle of the front wheels, a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path are determined, including: if the obstacle avoidance mode is the second mode, the front wheel offset is determined based on the preset speed of the vehicle, the safety distance, and the third turning angle of the front wheels, the front wheel offset is used to indicate the amount of change in the front wheel turning angle per unit time. Based on the third turning angle and the front wheel offset, a fourth turning angle is determined. Based on the plurality of front wheel turning angles and a preset transmission ratio, a plurality of rear wheel turning angles are determined.

[0012] In a possible implementation, determining the front wheel offset based on a preset speed of the vehicle, a safety distance, and a third rotation angle of the front wheel includes: determining a target movement duration based on the preset speed and the safety distance; and determining the front wheel offset based on the target movement duration and the third rotation angle.

[0013] According to the second aspect provided by the present application, a device for determining an obstacle avoidance path is provided, which is applied to a vehicle, and the device includes an acquisition module and a processing module. The acquisition module is used to obtain the positional relationship between the vehicle and the hit obstacle, and the safety distance between the vehicle and the adjacent obstacle. The processing module is used to determine the obstacle avoidance mode based on the positional relationship, and the obstacle avoidance mode is used to indicate the turning direction of the front wheels and the rear wheels. The processing module is also used to determine the initial turning angle of the rear wheels and the initial turning angle of the front wheels based on the positional relationship and the safety distance. The processing module is also used to determine the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial turning angle of the rear wheels and the initial turning angle of the front wheels. The obstacle avoidance path is the path where the vehicle crab-walks according to the initial turning angle of the rear wheels and the initial turning angle of the front wheels.

[0014] In a possible implementation, the processing module is configured to determine that the obstacle avoidance mode is a first mode if the position relationship indicates that the hit obstacle is at the side and rear of the vehicle, and the first mode indicates that the rotation directions of the front wheels and the rear wheels are the same or opposite. The processing module is further configured to determine that the obstacle avoidance mode is a second mode if the position relationship indicates that the hit obstacle is at the side and front of the vehicle, and the second mode indicates that the rotation directions of the front wheels and the rear wheels are the same.

[0015] In a possible implementation, the processing module is used to determine the initial rotation angle of the rear wheels based on the position relationship and the safety distance. The processing module is also used to determine the initial rotation angle of the front wheels based on the initial rotation angle of the rear wheels and a preset transmission ratio.

[0016] In a possible implementation, the processing module is used to determine a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial turning angle of the rear wheels, and the initial turning angle of the front wheels, wherein one front wheel turning angle corresponds to one rear wheel turning angle. The processing module is also used to determine the obstacle avoidance path according to the plurality of front wheel turning angles and the plurality of rear wheel turning angles.

[0017] In a possible implementation, the plurality of rear wheel turning angles include: a first turning angle and a second turning angle, wherein the second turning angle is the rear wheel turning angle of the vehicle after the first turning angle. The processing module is used to determine the rear wheel offset based on the preset speed of the vehicle, the safety distance, and the first turning angle of the rear wheel if the obstacle avoidance mode is the first mode, wherein the rear wheel offset is used to indicate the amount of change in the rear wheel turning angle per unit time. The processing module is also used to determine the second turning angle based on the first turning angle and the rear wheel offset. The processing module is also used to determine the plurality of front wheel turning angles based on the plurality of rear wheel turning angles and the preset transmission ratio.

[0018] In a possible implementation, the processing module is used to determine the target moving time based on the preset speed and the safety distance. The processing module is also used to determine the rear wheel offset based on the target moving time and the first rotation angle.

[0019] In a possible implementation, the plurality of front wheel turning angles include: a third turning angle and a fourth turning angle, and the fourth turning angle is the front wheel turning angle of the vehicle after the third turning angle. The processing module is used to determine the front wheel offset based on the preset speed of the vehicle, the safety distance, and the third turning angle of the front wheel if the obstacle avoidance mode is the second mode, and the front wheel offset is used to indicate the amount of change in the front wheel turning angle per unit time. The processing module is also used to determine the fourth turning angle based on the third turning angle and the front wheel offset. The processing module is also used to determine the plurality of rear wheel turning angles based on the plurality of front wheel turning angles and the preset transmission ratio.

[0020] In a possible implementation, the processing module is used to determine the target moving time based on the preset speed and the safety distance. The processing module is also used to determine the front wheel offset based on the target moving time and the third rotation angle.

[0021] According to the third aspect provided by the present application, a vehicle is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0022] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of the vehicle, the vehicle is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0023] According to the fifth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, which, when executed on a vehicle, enable an electronic device to execute the method in the first aspect and any possible implementation manner thereof.

[0024] Therefore, the above technical features of the present application have the following beneficial effects:

[0025] (1) The positional relationship between the vehicle and the hit obstacle, as well as the safe distance between the vehicle and the adjacent obstacle can be obtained. Then, based on the positional relationship, the obstacle avoidance mode is determined, thereby determining the rotation direction of the front and rear wheels. In this way, the vehicle can reduce tire wear while avoiding collision with the hit obstacle from the rear of the vehicle. Then, based on the positional relationship and the safe distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels are determined. In this way, the vehicle can be more accurately away from the hit obstacle and the probability of successful obstacle avoidance can be increased. Then, based on the obstacle avoidance mode, the safe distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, the obstacle avoidance path is determined. The obstacle avoidance path is the path along which the vehicle crab-walks according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels. In this way, the obstacle avoidance mode corresponding to different scenarios can be determined to obtain a more suitable obstacle avoidance path. Furthermore, by controlling the vehicle through the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, the turning radius of the vehicle can be significantly reduced, the driving direction of the vehicle can be quickly adjusted, and the secondary collision of the vehicle with the hit obstacle can be avoided while the vehicle is away from the hit obstacle.

[0026] (2) When the obstacle is to the side and rear of the vehicle, the front and rear wheels can rotate in the same or opposite directions, which can keep the vehicle away from the obstacle and avoid a secondary collision with the obstacle at the rear. When the obstacle is to the side and front of the vehicle, the front and rear wheels can rotate in the same direction, which can keep the vehicle away from the obstacle and avoid a secondary collision with the obstacle at the rear.

[0027] (3) By accurately calculating the initial turning angle of the front wheels and the preset transmission ratio based on the initial turning angle of the rear wheels, it is possible to ensure that the turning angle relationship of each wheel of the vehicle when turning complies with the Ackermann steering theorem, so that each wheel rolls purely around the same intersection point, reducing tire wear and improving stability and comfort when turning.

[0028] (4) When the obstacle avoidance mode is the first mode, the rear wheel offset is obtained by the target moving time and the first turning angle, so that when the vehicle completes the obstacle avoidance path, the path of the vehicle can be more accurate when avoiding obstacles, reducing the deviation caused by understeering or oversteering. The second turning angle is obtained by the first turning angle and the rear wheel offset, and multiple front wheel turning angles are determined based on multiple rear wheel turning angles and a preset transmission ratio. The rear wheel turning angle can be continuously reduced to make the vehicle's steering action smoother, reduce the abrupt steering feeling, and make the riding experience more stable.

[0029] (5) When the obstacle avoidance mode is the second mode, the rear wheel offset can be obtained by the target moving time and the third rotation angle, so that when the vehicle completes the obstacle avoidance path, the rear wheel path of the vehicle can be more accurate when avoiding obstacles. The fourth rotation angle is obtained by the third rotation angle and the rear wheel offset, and multiple rear wheel rotation angles are determined based on multiple front wheel rotation angles and a preset transmission ratio. The side slip tendency of the vehicle can be reduced and the stability of low-speed driving can be improved.

[0030] (6) Based on the obstacle avoidance mode, the safety distance, the initial rear wheel turning angle, and the initial front wheel turning angle, multiple front wheel turning angles and multiple rear wheel turning angles can be determined in the obstacle avoidance path, with one front wheel turning angle corresponding to one rear wheel turning angle. Then, the obstacle avoidance path is determined according to the multiple front wheel turning angles and multiple rear wheel turning angles. In this way, by continuously adjusting the rear wheel turning angle, the vehicle can control the driving path more accurately, and can flexibly adjust the driving trajectory in complex scenarios. Furthermore, the vehicle can quickly move away from the hit obstacle according to the obstacle avoidance path, reducing the obstacle avoidance time.

[0031] It should be noted that the technical effects brought about by any implementation method in the second to fourth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0032] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0034] Figure 1 is a schematic structural diagram of a vehicle according to an exemplary embodiment;

[0035] Figure 2 is a flowchart of a method for determining an obstacle avoidance path according to an exemplary embodiment;

[0036] Figure 3 is a flowchart of another method for determining an obstacle avoidance path according to an exemplary embodiment;

[0037] Figure 4 is an exemplary schematic diagram showing a method for determining an obstacle avoidance path according to an exemplary embodiment;

[0038] Figure 5 is an exemplary schematic diagram showing another method for determining an obstacle avoidance path according to an exemplary embodiment;

[0039] Figure 6 is a flowchart of another method for determining an obstacle avoidance path according to an exemplary embodiment;

[0040] Figure 7 is a structural schematic diagram of a device for determining an obstacle avoidance path according to an exemplary embodiment;

[0041] Figure 8 It is a schematic diagram of the structure of another vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0042] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0043] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0044] At present, autonomous driving, as a key application in the current field of artificial intelligence, has attracted extensive research. As the research continues to deepen, the complexity of the scene increases, and the problems that need to be solved are becoming more and more complex. In the autonomous driving system, it is relatively complicated for the vehicle to achieve one-key escape, and it is necessary to obtain driving environment information and vehicle status information through environmental perception. After that, by obtaining and analyzing relevant information from the on-board sensors, the status information is input into the decision-making module to obtain the escape path. After that, the vehicle performs the escape action according to the escape path.

[0045] The traditional escape mode uses two-wheel steering (2WS) technology represented by the front wheel steering (FWS) of the vehicle to achieve escape. However, the former 2WS technology has a large turning radius and simple applicable scenarios, and is difficult to apply to complex scenarios that require a smaller turning radius. As a typical active safety technology, four-wheel steering (4WS) technology can effectively reduce the turning radius of the vehicle when turning at low speed by controlling the steering of the front and rear wheels at the same time, thereby improving the vehicle's maneuverability and flexibility, and being able to better cope with complex scenarios.

[0046] At present, most studies usually design an obstacle avoidance path to avoid obstacles in advance. For example, some studies have proposed a crab-walking method to escape from a trapped vehicle. However, this method lacks a description of how to escape from a specific trapped scenario, is not very robust, and causes relatively large wear on tires, making it not the best choice for practical engineering applications. For another example, some studies determine the obstacle avoidance mode index and select the obstacle avoidance mode by calculating the environmental complexity. Although this method fully considers the obstacle avoidance environment, it is difficult to obtain data accurately and is difficult to apply in practical engineering applications.

[0047] However, there is little research on how to get out of trouble after a vehicle hits an obstacle. Currently, when a vehicle hits an obstacle while turning, most of the escape actions tend to return to the original route, which is prone to causing secondary scratches. In addition, this method requires a high rear view and is prone to cause traffic congestion.

[0048] Therefore, after a vehicle hits an obstacle, how to design a four-wheel steering escape path to prevent the vehicle from a secondary collision has become a problem that needs to be solved in current autonomous driving.

[0049] In order to solve the above problems, the present application provides a method for determining an obstacle avoidance path, which is applied to a vehicle. The method includes: the positional relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle can be obtained. Then, based on the positional relationship, the obstacle avoidance mode is determined, thereby determining the rotation direction of the front and rear wheels. In this way, the vehicle can reduce tire wear while avoiding collision between the rear of the vehicle and the hit obstacle. Then, based on the positional relationship and the safe distance, the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel are determined. In this way, the vehicle can be more accurately away from the hit obstacle and increase the probability of successful obstacle avoidance. Then, based on the obstacle avoidance mode, the safe distance, the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel, the obstacle avoidance path is determined, and the obstacle avoidance path is the path where the vehicle moves crab-like according to the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel. In this way, for different scenes, the obstacle avoidance mode under the corresponding scene can be determined to obtain a more suitable obstacle avoidance path. Furthermore, by controlling the vehicle through the initial rotation angles of the rear wheels and the front wheels, the turning radius of the vehicle can be significantly reduced, the driving direction of the vehicle can be quickly adjusted, and the secondary collision of the vehicle with the hit obstacle can be avoided while moving away from the hit obstacle.

[0050] It should be noted that the execution subject of the obstacle avoidance path determination method provided in the present application may be an obstacle avoidance path determination device, and the device may be a vehicle (such as a distributed drive vehicle). At the same time, the device may also be the central processing unit (CPU) of the vehicle, or a processing module in the device for determining the obstacle avoidance path, or a vehicle-mounted device in the vehicle. In the embodiment of the present application, the obstacle avoidance path determination method executed by a vehicle is taken as an example to illustrate the obstacle avoidance path determination method provided in the embodiment of the present application.

[0051] The implementation environment of the embodiments of the present application is introduced below.

[0052] like Figure 1 , which is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application, the vehicle includes: a perception module 101, a decision module 102, and an execution module 103. The perception module 101 is connected to the decision module 102, and the decision module 102 is connected to the execution module 103.

[0053] The perception module 101 is used to determine the obstacle avoidance mode of the vehicle. Furthermore, the perception module 101 is also used to send the obstacle avoidance mode of the vehicle to the decision module 102.

[0054] The decision module 102 is used to store the vehicle motion trajectory algorithm, which is used to indicate the corresponding obstacle avoidance path based on the obstacle avoidance mode. In addition, the decision module 102 is also used to receive the obstacle avoidance mode sent by the perception module 101, and based on the obstacle avoidance mode and the vehicle motion trajectory algorithm, obtain the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels to obtain the obstacle avoidance path. In addition, the decision module 102 is also used to send the obstacle avoidance path to the execution module 103 and send a vehicle steering instruction.

[0055] In a possible design, the obstacle avoidance path is a plurality of front wheel turning angles and a plurality of rear wheel turning angles. The decision module 102 processes the rear wheel initial turning angle and the front wheel initial turning angle to obtain a plurality of front wheel turning angles and a plurality of rear wheel turning angles.

[0056] The execution module 103 is used to receive the obstacle avoidance path from the decision module 102. In response to the vehicle steering instruction, the execution module 103 can drive the vehicle based on the obstacle avoidance path. The execution module 103 is also used to send an obstacle avoidance success message after completing the obstacle avoidance path.

[0057] In one possible design, the motor is directly mounted in the wheel of the vehicle. The execution module 103 can input the obstacle avoidance path into the motor so that the motor executes the obstacle avoidance path according to a plurality of front wheel rotation angles and a plurality of rear wheel rotation angles.

[0058] For example, Figure 2 As shown, Figure 2 It is a flowchart of a method for determining an obstacle avoidance path according to an exemplary embodiment. The current obstacle avoidance mode of the vehicle can be determined based on the position relationship. If the position relationship is used to indicate that the obstacle is on the side and rear of the vehicle, the obstacle avoidance mode is determined to be the first mode, and the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels are obtained based on the first mode to obtain the obstacle avoidance path. Afterwards, the vehicle is driven based on the obstacle avoidance path. If the position relationship is used to indicate that the obstacle is on the side and front of the vehicle, the obstacle avoidance mode is determined to be the second mode, and the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels are obtained based on the second mode to obtain the obstacle avoidance path. Afterwards, the vehicle is driven based on the obstacle avoidance path.

[0059] For ease of understanding, the method for determining the obstacle avoidance path provided in the present application is specifically introduced below with reference to the accompanying drawings.

[0060] Figure 3 is a flow chart of another method for determining an obstacle avoidance path according to an exemplary embodiment. Figure 3 As shown, the determination of the obstacle avoidance path includes:

[0061] S301: Obtain the positional relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle.

[0062] The positional relationship between the vehicle and the hit obstacle is used to indicate the position of the hit obstacle relative to the vehicle. The adjacent obstacle is the obstacle closest to the vehicle among the obstacles around the vehicle except the hit obstacle.

[0063] It should be noted that the embodiment of the present application does not limit the form of expression of the positional relationship between the vehicle and the hit obstacle. For example, the positional relationship can be represented by coordinates, such as the vehicle is located at coordinate point a and the hit obstacle is located at coordinate point b. For another example, the positional relationship can be represented by longitude and latitude.

[0064] In a possible implementation, an obstacle hit by a vehicle is obtained. Then, based on the position of the hit obstacle, the positional relationship between the hit obstacle vehicle and the hit obstacle is determined. Furthermore, the position of the obstacle within a preset distance may be obtained, and the adjacent obstacle may be determined. Then, based on the position of the adjacent obstacle, the safe distance between the vehicle and the adjacent obstacle is determined.

[0065] It should be noted that the present application does not limit the preset distance. For example, the preset distance may be 1 meter, 3 meters, 5 meters, 7 meters, or 10 meters.

[0066] It should be noted that the present application does not limit the sensor. For example, the sensor may be an ultrasonic sensor, a laser radar, a camera, or a millimeter wave radar sensor.

[0067] In a possible design, the vehicle stores a preset safety distance in advance. If there is no obstacle other than the hit obstacle within the preset distance around the vehicle, the preset safety distance is used as the safety distance.

[0068] It should be noted that the present application does not limit the preset safety distance. For example, the preset safety distance may be 1 meter, 2 meters, 3 meters, 4 meters, or 5 meters.

[0069] In another possible implementation, vehicle status information may be obtained. The vehicle status information includes at least one of the following: a sideslip angle of the center of mass, a yaw angle, coordinates of the center of mass of the vehicle, coordinates of obstacles, a vehicle turning radius, a front wheel turning angle, a rear wheel turning angle, and a speed of the center of mass of the vehicle. Based on the vehicle status information, the positional relationship between the vehicle and the hit obstacle may be obtained.

[0070] S302: Determine an obstacle avoidance mode based on the position relationship.

[0071] In the embodiment of the present application, the position relationship is used to indicate that the hit obstacle is at the side and rear of the vehicle or the hit obstacle is at the side and front of the vehicle. The obstacle avoidance mode is used to indicate the rotation direction of the front wheels and the rear wheels.

[0072] In a possible implementation, if the positional relationship is used to indicate that the hit obstacle is at the side and rear of the vehicle, the obstacle avoidance mode is determined to be the first mode. The first mode is used to indicate that the rotation directions of the front wheels and the rear wheels are the same or opposite. If the positional relationship is used to indicate that the hit obstacle is at the side and front of the vehicle, the obstacle avoidance mode is determined to be the second mode. The second mode is used to indicate that the rotation directions of the front wheels and the rear wheels are the same.

[0073] In a possible design, the rear side of the vehicle includes the left rear side and the right rear side. The front side of the vehicle includes the left front side and the right front side. If the positional relationship is used to indicate that the hit obstacle is at the left rear side of the vehicle, the rotation direction of the front wheel may be to the right of the left rear wheel, or the rotation directions of the front and rear wheels may be to the right at the same time. If the positional relationship is used to indicate that the hit obstacle is at the right rear side of the vehicle, the rotation direction of the front wheel may be to the left of the right rear wheel, or the rotation directions of the front and rear wheels may be to the left at the same time. If the positional relationship is used to indicate that the hit obstacle is at the left front side of the vehicle, the rotation directions of the front and rear wheels may be to the right at the same time. If the positional relationship is used to indicate that the hit obstacle is at the left front side of the vehicle, the rotation directions of the front and rear wheels may be to the left at the same time.

[0074] For example, Figure 4 As shown in the figure, the hit obstacle is behind the right side of the vehicle, so the front wheels turn to the right and the rear wheels turn to the left. Figure 5 As shown in the figure, the hit obstacle is in front of the right side of the vehicle. Then the rotation direction of the front wheel and the rear wheel is simultaneously to the left.

[0075] It is understandable that when the obstacle is at the side and rear of the vehicle, the same or opposite rotation directions of the front wheels and the rear wheels can keep the vehicle away from the hit obstacle and avoid a secondary collision with the hit obstacle at the rear of the vehicle. When the obstacle is at the side and front of the vehicle, the same rotation directions of the front wheels and the rear wheels can keep the vehicle away from the hit obstacle and avoid a secondary collision with the hit obstacle at the rear of the vehicle.

[0076] S303: Determine an initial rotation angle of the rear wheels and an initial rotation angle of the front wheels based on the position relationship and the safety distance.

[0077] In a possible implementation, the position relationship and the safety distance are processed based on a trigonometric function relationship to obtain an initial rear wheel rotation angle. Then, based on the initial rear wheel rotation angle and a preset transmission ratio, an initial front wheel rotation angle is obtained, and the preset transmission ratio is used to indicate a proportional relationship between the front wheel rotation angle and the rear wheel rotation angle.

[0078] Exemplarily, the preset transmission ratio may satisfy Formula 1.

[0079]

[0080] Where i is the preset transmission ratio, δ r is the initial rotation angle of the rear wheel, δ f is the initial turning angle of the front wheel.

[0081] It should be noted that the present application does not limit the method for obtaining the preset transmission ratio.

[0082] In a possible design, vehicle performance information may be obtained. The vehicle performance information includes at least one of the following: the distance from the center of mass of the vehicle to the front axle, the distance from the center of mass of the vehicle to the rear axle, the mass of the vehicle, the speed of the center of mass of the vehicle, the front wheel steering stiffness, the rear wheel steering stiffness, and the distance between the front and rear axles of the vehicle. Then, based on the vehicle performance information, a preset transmission ratio is obtained.

[0083] Exemplarily, the preset transmission ratio may satisfy Formula 2.

[0084]

[0085] Where a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, m is the mass of the vehicle, v is the velocity of the center of mass of the vehicle, k f is the front axle cornering stiffness, k r is the rear axle cornering stiffness, and l is the distance between the front and rear axles.

[0086] In the embodiment of the present application, if i is less than 0, the rotation directions of the front wheels and the rear wheels are opposite; if i is greater than 0, the rotation directions of the front wheels and the rear wheels are the same.

[0087] In one possible design, if the obstacle avoidance mode is the first mode and indicates that the rotation directions of the front wheels and the rear wheels are opposite, a first steering instruction is sent, and the first steering instruction is used to indicate that the rotation directions of the front wheels and the rear wheels are opposite. Afterwards, in response to the first steering instruction, the vehicle controls the value of the preset transmission ratio to be less than 0, so that the rotation directions of the front wheels and the rear wheels are opposite. If the obstacle avoidance mode is the second mode and indicates that the rotation directions of the front wheels and the rear wheels are the same, a second steering instruction is sent, and the second steering instruction is used to indicate that the rotation directions of the front wheels and the rear wheels are the same. In response to the second steering instruction, the vehicle controls the value of the preset transmission ratio to be greater than 0, so that the rotation directions of the front wheels and the rear wheels are the same.

[0088] In a possible design, a first distance from the collision point between the hit obstacle and the vehicle to the axis of the rear wheel of the vehicle can be determined based on the position relationship. Then, a ratio between the first distance and the safety distance is determined to obtain a tangent value of the initial rotation angle of the rear wheel, thereby obtaining the initial rotation angle of the rear wheel.

[0089] Exemplarily, the initial rotation angle of the rear wheels may satisfy Formula 3.

[0090]

[0091] Among them, δ rmax is the initial rotation angle of the rear wheel, d is the safety distance, and d1 is the first distance from the collision point between the obstacle and the vehicle to the axle centerline of the rear wheel of the vehicle.

[0092] For example, Figure 4 As shown, O1 is taken as the coordinate origin, x is the horizontal axis of the ground fixed coordinate system, and y is the vertical axis of the ground fixed coordinate system to establish the coordinate origin of the ground fixed coordinate system. Among them, the position where the hit obstacle 401 collides with the vehicle 400 is A(x a ,y b ). It is determined that the hit obstacle is behind the vehicle, the obstacle avoidance mode is the first mode, and the front and rear wheels of the vehicle rotate in opposite directions. The distance from the hit obstacle to the adjacent obstacle is d1. The straight line where the axis of the left front wheel and the left rear wheel of the vehicle are located is at a safe distance d from the adjacent obstacle. By obtaining the ratio between d and d1, the initial rotation angle of the rear wheel δ can be obtained. rmax . Then, the vehicle obtains the initial rotation angle of the front wheels based on the initial rotation angle of the rear wheels and the preset transmission ratio. Then, the obstacle avoidance path is obtained based on the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels. The vehicle is subjected to a lateral force F yfl The vehicle follows the obstacle avoidance path. The front wheels of the vehicle rotate clockwise and the rear wheels rotate counterclockwise. The angle of rotation of the right front wheel is δ f , the angle of rotation of the left and right rear wheels is δ rThe center of mass of the vehicle is O, the distance from the center of mass of the vehicle to the front axle is a, and the distance from the center of mass of the vehicle to the rear axle is b. The distance from the axle of the left front wheel of the vehicle to the axle of the right front wheel of the vehicle is l yf , the distance from the left rear wheel axis to the right rear wheel axis is l yr . The straight line passing through the right front wheel axis of the vehicle and perpendicular to the direction of travel of the right front wheel intersects with the straight line passing through the right rear wheel axis of the vehicle and perpendicular to the direction of travel of the right rear wheel, and the steering center O2 can be obtained. The line between the right front wheel axis and the right rear wheel axis is the center axis of the vehicle body, R is the projection of the steering center on the center axis of the vehicle body, and k is the distance between the projection of the steering center on the center axis of the vehicle body and the center of mass point O. φ is the yaw angle of the vehicle, and β is the sideslip angle of the center of mass of the vehicle.

[0093] It should be noted that the front and rear wheels of the vehicle rotate in opposite directions, and the steering center must be located in front of the center of mass of the vehicle. In this way, the distance from the vehicle body behind the hit obstacle to the steering center can be greater than the distance from the hit obstacle to the steering center, thus avoiding scratches on the vehicle body behind the hit obstacle.

[0094] For example, Figure 5 As shown, the hit obstacle is in front of the vehicle, the obstacle avoidance mode is the second mode, and the front and rear wheels of the vehicle rotate in the same direction. Get the initial rotation angle of the rear wheel δ rmax Afterwards, the vehicle obtains the initial front wheel rotation angle δ based on the initial rear wheel rotation angle and the preset transmission ratio. fmax Afterwards, the obstacle avoidance path is obtained based on the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel. The vehicle is subjected to a lateral force F yfl The vehicle follows the obstacle avoidance path. The front wheels of the vehicle rotate clockwise, and the rear wheels rotate clockwise. The angle of rotation of the right rear wheel is δ r1 , the angle of rotation of the left and right front wheels is δ f1 .

[0095] In some embodiments, if the initial rear wheel turning angle is greater than a preset rear wheel turning angle threshold, the preset rear wheel turning angle threshold is used as the initial rear wheel turning angle.

[0096] It should be noted that the present application does not limit the preset rear wheel turning angle threshold. For example, the preset rear wheel turning angle threshold may be 10 degrees, 12 degrees, 15 degrees, 17 degrees, or 20 degrees.

[0097] It can be understood that by using the initial turning angle of the rear wheels and the preset transmission ratio, and accurately calculating the initial turning angle of the front wheels, it can be ensured that the turning angle relationship of each wheel when the vehicle turns complies with the Ackermann steering theorem, so that each wheel rolls purely around the same intersection, reducing tire wear and improving stability and comfort when turning.

[0098] S304: Determine an obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels, and the initial rotation angle of the front wheels.

[0099] The obstacle avoidance path is a path where the vehicle crab-walks according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels. The obstacle avoidance path may include multiple driving nodes, where one driving node corresponds to one rear wheel rotation angle and one front wheel rotation angle.

[0100] In a possible implementation, the obstacle avoidance path may be determined through step one, step two, step three, and step four.

[0101] In the embodiment of the present application, the obstacle avoidance path includes a first obstacle avoidance path and a second obstacle avoidance path. The first obstacle avoidance path is the obstacle avoidance path when the obstacle avoidance mode is the first mode, and the second obstacle avoidance path is the obstacle avoidance path when the obstacle avoidance mode is the second mode.

[0102] In step one, the vehicle trajectory model can be obtained.

[0103] Among them, the vehicle trajectory model is used to reflect the curved motion trajectory of the vehicle.

[0104] In one possible design, the vehicle trajectory model may be a mathematical model.

[0105] Exemplarily, the vehicle trajectory model may satisfy Formula 4.

[0106]

[0107] Among them, x(t) is the horizontal coordinate of the vehicle at time t, y(t) is the vertical coordinate of the vehicle at time t, φ is the yaw angle of the vehicle, β is the sideslip angle of the vehicle's center of mass, φ(t) is the yaw angle at time t, and R is the minimum turning radius required for the vehicle to turn in accordance with the road trend.

[0108] Step 2: Based on the obstacle avoidance mode, the angular relationship between the front wheel rotation angle and the rear wheel rotation angle is obtained.

[0109] The angle relationship includes a first angle relationship and a second angle relationship, the first angle relationship is the angle relationship when the obstacle avoidance mode is the first mode, and the second angle relationship is the angle relationship when the obstacle avoidance mode is the second mode.

[0110] In a possible implementation, the trigonometric function of the front wheel rotation angle and the trigonometric function of the rear wheel rotation angle can be obtained based on the obstacle avoidance mode. Then, the angle relationship is obtained based on the trigonometric function of the front wheel rotation angle and the trigonometric function of the rear wheel rotation angle.

[0111] In a possible design, when the obstacle avoidance mode is the first mode, the front wheel turning angle tangent function of the first mode and the rear wheel turning angle tangent function of the first mode can be obtained. Then, based on the front wheel turning angle tangent function of the first mode and the rear wheel turning angle tangent function of the first mode, the first angle relationship is obtained.

[0112] Exemplarily, the tangent function of the front wheel turning angle in the first mode may satisfy Formula 5, and the tangent function of the rear wheel turning angle in the first mode may satisfy Formula 6.

[0113] tanδ f =(ak) / R Formula 5.

[0114] tanδ r =(b+k) / R Formula 6.

[0115] Wherein, k is the distance between the projection of the steering center on the central axis of the vehicle body and the center of mass point O.

[0116] Afterwards, Formula 5 and Formula 6 are added to obtain Formula 7, which can reflect the first angle relationship.

[0117] tanδ f +tanδ r =(a+b) / R Formula 7.

[0118] In another possible design, when the obstacle avoidance mode is the second mode, the front wheel turning angle tangent function of the second mode and the rear wheel turning angle tangent function of the second mode can be obtained. Then, based on the front wheel turning angle tangent function of the second mode and the rear wheel turning angle tangent function of the second mode, the second angle relationship is obtained.

[0119] Exemplarily, the tangent function of the front wheel turning angle of the second mode may satisfy Formula 13, and the tangent function of the rear wheel turning angle of the second mode may satisfy Formula 14.

[0120] tanδ f =(a+b+k) / R Formula 8.

[0121] tanδ r =(k) / R Formula 9.

[0122] Afterwards, Formula 8 is subtracted from Formula 9 to obtain Formula 10, which can reflect the second angle relationship.

[0123] tanδ f -tanδ r =(a+b) / R Formula 10.

[0124] Step three, based on the vehicle trajectory model and angle relationship, obtain the vehicle trajectory equation.

[0125] The vehicle trajectory equation includes a first vehicle trajectory equation and a second vehicle trajectory equation. The first vehicle trajectory equation is the vehicle trajectory equation when the obstacle avoidance mode is the first mode, and the second vehicle trajectory equation is the vehicle trajectory equation when the obstacle avoidance mode is the second mode.

[0126] In one possible design, a first vehicle trajectory equation is obtained based on the vehicle trajectory model and the first angle relationship.

[0127] Exemplarily, Formula 7 is adjusted to obtain Formula 11.

[0128]

[0129] Then, Formula 11 is substituted into Formula 4 to obtain the 4WS trajectory model. The 4WS trajectory model can satisfy Formula 12.

[0130]

[0131] It should be noted that when the vehicle is driving along the obstacle avoidance path, it usually moves forward at a low speed. When turning at a low speed, the influence of the center of mass slip angle on the vehicle's driving stability is relatively small. At this time, it can be determined that the center of mass slip angle is zero (i.e. ), the cosine value of the mass center sideslip angle is 1 (i.e. cosβ=1), and the sine value is zero (i.e. sinβ=0).

[0132] Exemplarily, when the vehicle is turning at a low speed, the 4WS trajectory model may satisfy Formula 13.

[0133]

[0134] For example, if the starting point coordinates of the vehicle are (x0, y0), integrating Formula 13 can yield Formula 14.

[0135]

[0136] Then, the square of x(t) and the square of y(t) in Formula 11 are added together to obtain the first vehicle trajectory equation.

[0137] Exemplarily, the first vehicle trajectory equation may satisfy Formula 15.

[0138]

[0139] In another possible design, a first vehicle trajectory equation is obtained based on the vehicle trajectory model and the first angle relationship.

[0140] Exemplarily, the second vehicle trajectory equation may satisfy Formula 16.

[0141]

[0142] It should be noted that, regarding the specific implementation method of obtaining the second vehicle trajectory equation based on the vehicle trajectory model and the first angle relationship, reference can be made to the specific implementation method of obtaining the first vehicle trajectory equation based on the vehicle trajectory model and the first angle relationship, which will not be repeated here.

[0143] Step 4: Obtain the obstacle avoidance path based on the vehicle trajectory equation, safety distance, initial rotation angle of the rear wheels and initial rotation angle of the front wheels.

[0144] In one possible implementation, based on a safe distance, the gradients of the initial rear wheel turning angle and the initial front wheel turning angle are gradually reduced to obtain multiple rear wheel turning angles and front wheel turning angles, which are input into a vehicle trajectory equation to obtain an obstacle avoidance path.

[0145] Exemplarily, based on the ratio between half of the safety distance and the initial turning angle of the rear wheel, a rear wheel decreasing value of the initial turning angle of the rear wheel is obtained. Then, the initial turning angle of the rear wheel is gradually decreased based on the gradient of the rear wheel decreasing value, and the decreased initial turning angle of the rear wheel is obtained. Based on the ratio between half of the safety distance and the initial turning angle of the front wheel, a front wheel decreasing value of the initial turning angle of the front wheel is obtained. Then, the initial turning angle of the front wheel is gradually decreased based on the gradient of the front wheel decreasing value, and a plurality of front wheel turning angles are obtained.

[0146] In one possible design, based on the safety distance, the initial turning angle of the rear wheels and the initial turning angle of the front wheels are gradually decreased, and the initial turning angle of the rear wheels and the initial turning angle of the front wheels after each decrease are input into the first vehicle trajectory equation to obtain multiple driving nodes, thereby obtaining the first obstacle avoidance path.

[0147] It should be noted that the multiple front wheel rotation angles δ are obtained. f and multiple rear wheel turning angles δ r Afterwards, multiple front wheels are rotated by angle δ f and multiple rear wheel turning angles δ r By inputting the value of into Formula 15 or Formula 16, the motion trajectory of the vehicle can be obtained.

[0148] Exemplarily, the front wheel turning angle and the rear wheel turning angle at time t are input into the first vehicle trajectory equation, and the motion trajectory of the vehicle at time t can be obtained as follows:

[0149]

[0150] Among them, δ f (t) is the front wheel turning angle at time t, δr (t) is the rear wheel rotation angle at time t.

[0151] Then, the longitudinal movement distance of the vehicle can be obtained by Formula 17. The longitudinal movement distance of the vehicle is used to indicate the displacement of the vehicle along the driving direction. The vehicle movement distance can satisfy Formula 18.

[0152]

[0153] Where S(t) is the longitudinal movement distance of the vehicle.

[0154] In another possible design, the initial turning angle of the rear wheels and the initial turning angle of the front wheels are gradually decreased based on the safety distance. After that, the initial turning angle of the rear wheels and the initial turning angle of the front wheels after each decrease are input into the second vehicle trajectory equation to obtain multiple driving nodes, thereby obtaining the second obstacle avoidance path.

[0155] Exemplarily, the front wheel turning angle and the rear wheel turning angle at time t are input into the second vehicle trajectory equation, and the motion trajectory of the vehicle at time t can be obtained as follows:

[0156]

[0157] It should be noted that the specific implementation method of obtaining the vehicle moving distance based on the second vehicle trajectory equation can refer to the specific implementation method of obtaining the vehicle moving distance based on the first vehicle trajectory equation, which will not be repeated here.

[0158] In some embodiments, if the obstacle avoidance mode is the first mode, the initial rotation angle of the rear wheels of the vehicle decreases to zero, or the longitudinal movement distance of the vehicle is zero, it is determined that the vehicle has successfully avoided the obstacle, and a successful obstacle avoidance message is issued. If the obstacle avoidance mode is the second mode, the initial rotation angle of the front wheels of the vehicle decreases to zero, or the longitudinal movement distance of the vehicle is zero, it is determined that the vehicle has successfully avoided the obstacle, and a successful obstacle avoidance message is issued.

[0159] Based on the above technical solution, the positional relationship between the vehicle and the hit obstacle, as well as the safe distance between the vehicle and the adjacent obstacle can be obtained. Afterwards, based on the positional relationship, the obstacle avoidance mode is determined to determine the rotation direction of the front and rear wheels. In this way, the vehicle can reduce tire wear while avoiding collision between the rear of the vehicle and the hit obstacle. Afterwards, based on the positional relationship and the safe distance, the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel are determined. In this way, the vehicle can be more accurately away from the hit obstacle and increase the probability of successful obstacle avoidance. Afterwards, based on the obstacle avoidance mode, the safe distance, the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel, the obstacle avoidance path is determined. The obstacle avoidance path is the path where the vehicle moves crab-like according to the initial rotation angle of the rear wheel and the initial rotation angle of the front wheel. In this way, for different scenes, the obstacle avoidance mode under the corresponding scene can be determined to obtain a more suitable obstacle avoidance path. Furthermore, by controlling the vehicle through the initial rotation angles of the rear wheels and the front wheels, the turning radius of the vehicle can be significantly reduced, the driving direction of the vehicle can be quickly adjusted, and the secondary collision of the vehicle with the hit obstacle can be avoided while moving away from the hit obstacle.

[0160] Figure 6 is a flow chart of a method for determining an obstacle avoidance path according to an exemplary embodiment. Figure 6 As shown, S304 also includes:

[0161] S601: Determine a plurality of front wheel turning angles and a plurality of rear wheel turning angles in an obstacle avoidance path based on an obstacle avoidance mode, a safety distance, an initial rear wheel turning angle, and an initial front wheel turning angle.

[0162] Among them, one front wheel rotation angle corresponds to one rear wheel rotation angle. The multiple rear wheel rotation angles include: a first rotation angle, a second rotation angle, a third rotation angle and a fourth rotation angle. The second rotation angle is the rear wheel rotation angle of the vehicle after the first rotation angle, and the fourth rotation angle is the front wheel rotation angle of the vehicle after the third rotation angle.

[0163] In a possible implementation, if the obstacle avoidance mode is the first mode, a rear wheel offset is determined based on a preset speed of the vehicle, a safety distance, and a first rotation angle of the rear wheel, and the rear wheel offset is used to indicate a change in the rear wheel rotation angle per unit time. A second rotation angle is determined based on the first rotation angle and the rear wheel offset. A plurality of front wheel rotation angles are determined based on a plurality of rear wheel rotation angles and a preset transmission ratio.

[0164] In a possible design, the target movement duration is determined based on a preset speed and a safety distance, and the rear wheel offset is determined based on the target movement duration and a first rotation angle.

[0165] Exemplarily, the target moving time is determined based on the ratio of half the safety distance to the preset speed. The target moving time may satisfy Formula 20.

[0166]

[0167] Among them, t n is the target moving time, and v1 is the preset speed.

[0168] It should be noted that the present application does not limit the preset speed. For example, the preset speed may be a pre-set speed or the speed at which the vehicle is traveling when it hits an obstacle.

[0169] Exemplarily, the rear wheel offset may satisfy Formula 21.

[0170]

[0171] Among them, Δδ r is the rear wheel offset.

[0172] Afterwards, the rear wheel turning angle after time t (ie, the first turning angle) can be obtained, and the rear wheel turning angle after time t can satisfy Formula 22.

[0173] δ r (t) = δ rmax -Δδ r *t i Formula 22. Where, δ r (t) is the rear wheel turning angle after time t. i Formula 23 can be satisfied.

[0174] t i =t1,t2,…,t n Formula 23.

[0175] Afterwards, based on the preset transmission ratio and the rear wheel rotation angle after time t, a second rotation angle can be obtained. The second rotation angle can satisfy Formula 24.

[0176]

[0177] Among them, δ f (t) is the second rotation angle.

[0178] In this way, when the obstacle avoidance mode is the first mode, the rear wheel offset is obtained by the target movement duration and the first turning angle, so that when the vehicle completes the obstacle avoidance path, the path of the vehicle can be more accurate when avoiding obstacles, reducing the deviation caused by understeering or oversteering. The second turning angle is obtained by the first turning angle and the rear wheel offset, and multiple front wheel turning angles are determined based on multiple rear wheel turning angles and a preset transmission ratio. The rear wheel turning angle can be continuously reduced to make the vehicle's steering action smoother, reduce the abrupt steering feeling, and make the riding experience smoother.

[0179] In another possible implementation, if the obstacle avoidance mode is the second mode, a front wheel offset is determined based on a preset speed of the vehicle, a safety distance, and a third rotation angle of the front wheel, and the front wheel offset is used to indicate a change in the front wheel rotation angle per unit time. A fourth rotation angle is determined based on the third rotation angle and the front wheel offset. A plurality of rear wheel rotation angles are determined based on a plurality of front wheel rotation angles and a preset transmission ratio.

[0180] In a possible design, the target movement duration is determined based on a preset speed and a safety distance, and the front wheel offset is determined based on the target movement duration and a third rotation angle.

[0181] Exemplarily, the front wheel offset may satisfy Formula 25.

[0182]

[0183] Among them, Δδ f is the front wheel offset.

[0184] Afterwards, the front wheel turning angle after time t (ie, the third turning angle) can be obtained, and the front wheel turning angle after time t can satisfy Formula 26.

[0185] δ f (t) = δ fmax -Δδ f *t i Formula 26. Where, δ f (t) is the front wheel turning angle after time t. i Formula 27 can be satisfied.

[0186] t i =t1,t2,…,t n Formula XXVII.

[0187] Afterwards, based on the preset transmission ratio and the front wheel turning angle after time t, a fourth turning angle can be obtained. The fourth turning angle can satisfy Formula 28.

[0188]

[0189] Among them, δ f (t) is the second rotation angle.

[0190] In this way, when the obstacle avoidance mode is the second mode, the rear wheel offset can be obtained by the target moving time and the third rotation angle, so that when the vehicle completes the obstacle avoidance path, the path of the rear wheel of the vehicle when avoiding obstacles can be more accurate. The fourth rotation angle is obtained by the third rotation angle and the rear wheel offset, and multiple rear wheel rotation angles are determined based on multiple front wheel rotation angles and a preset transmission ratio. The side slip tendency of the vehicle can be reduced and the stability of low-speed driving can be improved.

[0191] S602: Determine an obstacle avoidance path according to the multiple front wheel turning angles and the multiple rear wheel turning angles.

[0192] In a possible implementation, a plurality of front wheel rotation angles and a plurality of rear wheel rotation angles are input into a motor to obtain an obstacle avoidance path.

[0193] In a possible design, the vehicle pre-stores a vehicle motion trajectory algorithm, and processes a plurality of front wheel rotation angles and a plurality of rear wheel rotation angles based on the motion trajectory algorithm to obtain an obstacle avoidance path.

[0194] It should be noted that the present application does not limit the vehicle motion trajectory algorithm. For example, the vehicle motion trajectory algorithm may be an Ackerman steering geometry algorithm, a model predictive control algorithm, or a four-wheel steering algorithm.

[0195] Based on the above technical solution, multiple front wheel turning angles and multiple rear wheel turning angles in the obstacle avoidance path can be determined based on the obstacle avoidance mode, safety distance, initial turning angle of the rear wheels and initial turning angle of the front wheels, and one front wheel turning angle corresponds to one rear wheel turning angle. Afterwards, the obstacle avoidance path is determined according to the multiple front wheel turning angles and multiple rear wheel turning angles. In this way, by continuously adjusting the rear wheel turning angle, the vehicle can control the driving path more accurately and flexibly adjust the driving trajectory in complex scenarios. Furthermore, the vehicle can quickly move away from the hit obstacle according to the obstacle avoidance path, reducing the obstacle avoidance time.

[0196] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the obstacle avoidance path determination device (i.e., the vehicle) includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0197] The embodiment of the present application can divide the functional modules of the obstacle avoidance path determination device according to the above method. For example, the obstacle avoidance path determination device can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0198] Figure 7 FIG. 1 is a schematic diagram of a structure of a device for determining an obstacle avoidance path according to an exemplary embodiment. Figure 7 The obstacle avoidance path determination device includes an acquisition module 701 and a processing module 702.

[0199] The acquisition module 701 is used to acquire the position relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle.

[0200] The processing module 702 is used to determine the obstacle avoidance mode based on the position relationship, and the obstacle avoidance mode is used to indicate the rotation direction of the front wheels and the rear wheels. The processing module 702 is also used to determine the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels based on the position relationship and the safety distance. The processing module 702 is also used to determine the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels, and the initial rotation angle of the front wheels. The obstacle avoidance path is the path where the vehicle crab moves according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels.

[0201] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0202] Figure 8 FIG. 1 is a schematic diagram of another vehicle structure according to an exemplary embodiment. Figure 8As shown, the vehicle includes, but is not limited to: a processor 801 and a memory 802 .

[0203] The memory 802 is used to store executable instructions of the processor 801. It can be understood that the processor 801 is configured to execute instructions to implement the method for determining the obstacle avoidance path in the above embodiment.

[0204] It should be noted that those skilled in the art can understand that Figure 8 The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and the vehicle may include Figure 8 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0205] The processor 801 is the control center of the vehicle, which uses various interfaces and lines to connect various parts of the entire vehicle, and executes various functions of the vehicle and processes data by running or executing software programs and / or modules stored in the memory 802, and calling data stored in the memory 802, so as to monitor the vehicle as a whole. The processor 801 may include one or more processing units. Optionally, the processor 801 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 801.

[0206] The memory 802 may be used to store software programs and various data. The memory 802 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 802 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0207] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 802 including instructions, and the instructions can be executed by a processor 801 of a vehicle to implement the method in the above embodiment.

[0208] In actual implementation, Figure 7 The functions of the acquisition module 701 and the processing module 702 in Figure 8 The processor 801 in the embodiment calls the computer program stored in the memory 802. The specific execution process can refer to the description of the method part in the above embodiment, which will not be repeated here.

[0209] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0210] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by the processor 801 of the vehicle to complete the method in the above embodiment.

[0211] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the vehicle's processor, the various processes of the above-mentioned method embodiment are implemented, and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0212] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0213] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0214] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0215] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0216] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium, including a number of instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of the methods of each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, disks, or optical disks.

[0217] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining an obstacle avoidance path, characterized in that: Applied to a vehicle; the method comprises: Obtaining the positional relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle; Based on the positional relationship, determining an obstacle avoidance mode, wherein the obstacle avoidance mode is used to indicate the rotation direction of the front wheels and the rear wheels; Based on the positional relationship and the safety distance, determining an initial rotation angle of the rear wheels and an initial rotation angle of the front wheels; Based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, an obstacle avoidance path is determined, where the obstacle avoidance path is a path along which the vehicle crab-moves according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels.

2. The method according to claim 1, characterized in that The determining of the obstacle avoidance mode based on the position relationship includes: If the positional relationship is used to indicate that the hit obstacle is on the side and rear of the vehicle, determining that the obstacle avoidance mode is a first mode, wherein the first mode is used to indicate that the rotation directions of the front wheels and the rear wheels are the same or opposite; If the positional relationship is used to indicate that the hit obstacle is in front of the side of the vehicle, the obstacle avoidance mode is determined to be a second mode, and the second mode is used to indicate that the front wheels and the rear wheels have the same rotation direction.

3. The method according to claim 1, characterized in that The determining the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels based on the position relationship and the safety distance includes: Based on the positional relationship and the safety distance, determining the initial rotation angle of the rear wheel; The front wheel initial rotation angle is determined based on the rear wheel initial rotation angle and a preset transmission ratio.

4. The method according to claim 1, characterized in that: The determining of the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels comprises: Based on the obstacle avoidance mode, the safety distance, the initial rear wheel turning angle, and the initial front wheel turning angle, determining a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path, one front wheel turning angle corresponding to one rear wheel turning angle; The obstacle avoidance path is determined according to the plurality of front wheel turning angles and the plurality of rear wheel turning angles.

5. The method according to claim 4, characterized in that The plurality of rear wheel turning angles include: a first turning angle and a second turning angle, wherein the second turning angle is a rear wheel turning angle of the vehicle after the first turning angle; The determining of a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the rear wheel initial turning angle, and the front wheel initial turning angle comprises: If the obstacle avoidance mode is the first mode, a rear wheel offset is determined based on the preset speed of the vehicle, the safety distance, and the first rotation angle of the rear wheel, wherein the rear wheel offset is used to indicate a change in the rear wheel rotation angle per unit time; determining the second rotation angle based on the first rotation angle and the rear wheel offset; The plurality of front wheel turning angles are determined based on the plurality of rear wheel turning angles and a preset gear ratio.

6. The method according to claim 5, characterized in that The determining the rear wheel offset based on the preset speed of the vehicle, the safety distance, and the first rotation angle of the rear wheel comprises: Determine the target moving time based on the preset speed and the safety distance; The rear wheel offset is determined based on the target movement duration and the first rotation angle.

7. The method according to claim 4, characterized in that The plurality of front wheel turning angles include: a third turning angle and a fourth turning angle, the fourth turning angle being a front wheel turning angle of the vehicle after the third turning angle; The determining of a plurality of front wheel turning angles and a plurality of rear wheel turning angles in the obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the rear wheel initial turning angle, and the front wheel initial turning angle comprises: If the obstacle avoidance mode is the second mode, a front wheel offset is determined based on the preset speed of the vehicle, the safety distance, and the third turning angle of the front wheel, wherein the front wheel offset is used to indicate a change in the turning angle of the front wheel within a unit time; determining the fourth rotation angle based on the third rotation angle and the front wheel offset; The plurality of rear wheel turning angles are determined based on the plurality of front wheel turning angles and a preset gear ratio.

8. The method according to claim 7, characterized in that The determining of the front wheel offset based on the preset speed of the vehicle, the safety distance, and the third rotation angle of the front wheel comprises: Determine the target moving time based on the preset speed and the safety distance; The front wheel offset is determined based on the target movement duration and the third rotation angle.

9. A device for determining an obstacle avoidance path, characterized in that: Applied to a vehicle, the device comprises an acquisition module and a processing module; The acquisition module is used to acquire the positional relationship between the vehicle and the hit obstacle, and the safe distance between the vehicle and the adjacent obstacle; The processing module is used to determine an obstacle avoidance mode based on the position relationship, and the obstacle avoidance mode is used to indicate the rotation direction of the front wheels and the rear wheels; The processing module is further used to determine an initial rotation angle of the rear wheels and an initial rotation angle of the front wheels based on the position relationship and the safety distance; The processing module is further used to determine an obstacle avoidance path based on the obstacle avoidance mode, the safety distance, the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels, wherein the obstacle avoidance path is a path along which the vehicle crab-moves according to the initial rotation angle of the rear wheels and the initial rotation angle of the front wheels.

10. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of a vehicle, the vehicle is capable of performing the method of any one of claims 1 to 8.

12. A computer program product, characterized in that The computer program product comprises computer instructions which, when executed on a vehicle, enable the vehicle to perform the method as claimed in any one of claims 1 to 8.

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